Method and system for monitoring and securing an enclosure of a vehicle, in particular of an aircraft

ABSTRACT

The aim of the invention is to optimise the monitoring and security of at least one enclosure, allowing a constant and complete view of the enclosure, and a modulated assessment of the state of security of same. For this purpose, the invention proposes to transmit images of the enclosure wirelessly to a mobile medium for helping the flight crew assess the situation and the measures to take in case of a sensitive security situation. According to one embodiment, the optimised system for monitoring and securing an enclosure, a cockpit (3), a cabin (2) and/or a luggage hold (4) of an aircraft (1), comprises video cameras (21a to 23a, 21b to 23b, 24 to 28) distributed so as to define a field of view inside or outside the enclosure (2 to 4), mobile (2T) or fixed (3A) display media dedicated to members of the crew of the enclosure capable, via suitable wireless transmission/reception means (20A), of receiving image streams transmitted by the video cameras (21a to 23a, 21b to 23b, 24 to 28) and of connecting to auxiliary data sources and to means for locking/unlocking (7 to 10, 41) the enclosure (2 to 4) arranged in areas sensitive with respect to security.

CROSS REFERENCE TO RELATED APPLICATION

This application is a divisional of U.S. patent application Ser. No.15/521,958 filed on Apr. 26, 2017, which is a national stage entry ofPCT/IB2015/058158 filed Oct. 22, 2015, under the InternationalConvention claiming priority over French Patent Application No. 1460358filed Oct. 28, 2014.

FIELD OF THE INVENTION AND PRIOR ART

The invention relates to an optimized method of monitoring and securingof the interior of a vehicle enclosure, especially a passenger cabin ofan airplane, as well as a system designed to carry out such a method.The monitoring involves more particularly the cockpit, the passengercabin and/or the cargo of the airplane, but it may be extended to othervolumes, such as the empennage, the wings, or the immediate surroundingsof the airplane.

The field of the invention is that of monitoring for purposes ofsecuring of a vehicle enclosure by the transmission of images comingfrom video cameras disposed generally inside the vehicle onvisualization screens. The invention applies in particular to airplanes,but it may also be applied to any vehicle enclosure likewise comprisinga piloting station, such as a train, boat, coach, etc.

The images produced by the video cameras of a monitoring systeminstalled, for example, in the cockpit and in the passenger cabin can betransmitted from a common transmitter to a ground station via asatellite. Such installations, illustrated for example by patentdocument U.S. Pat. No. 5,742,336, allow the recording of the images andpossibly also the audio in order to later examine the flight conditionsprevailing during a failure or an accident of the airplane.

There is likewise known from patent document U.S. Pat. No. 6,864,805 asystem for monitoring the internal space of an airplane, comprisingvideo cameras arranged in strategic manner in the cabin of the airplane,as well as visualization screens connected to the video cameras bywiring and installed in the cockpit. Moreover, the crew members who arepresent in the cabin carry transmitters which can activate via areceiver—in the event of an emergency—the video cameras, thevisualization screens, and a visual alert located in the cockpit.

Moreover, the patent document U.S. Pat. No. 7,792,189 provides amulti-video-camera monitoring system in an airplane cabin designed todisplay images on display screens arranged in the cabin or on computerscreens, the display screens and the computers being wired to a networklinking to image storage servers. The system is able, through thenetwork and the servers, to display on a screen an image selected by acrew member coming from one of the video cameras, or images comingsimultaneously from several video cameras installed in differentlocations.

However, such systems are no longer adapted to the complex monitoringconditions imposed by the present configurations of certain vehicles,especially airplane cabins, or to the rigorous monitoring conditionsimposed by potential acts of subversion or terrorism in this type ofenclosure. Thus, the present-day airplane cabins no longer allow theflight personnel to monitor the cabin at every instant, especially whentheir observation stations no longer have a direct view of a portion ofthe cabin.

For example, in the critical phases of takeoff, landing, or flight inzones of turbulence, the flight personnel are on duty in seats, behind apartition, a curtain, a galley or some other zone which obscures thefield of view.

Moreover, the known visualization devices are designed to realize asingle man/machine interface with no real possibility of reconfigurationor interoperability between the devices of the flight personnel of thecabin, the mobile devices of the passengers, and the visualizationscreens of the piloting personnel in the cockpit.

SUMMARY OF THE INVENTION

The invention aims to optimize the monitoring and securing of at leastone given enclosure, in particular an airplane enclosure such as acabin, cockpit or cargo, by allowing a constant and complete view of theenclosure, as well as a modulated assessment of its security status.

To accomplish this, the invention proposes to transmit images of theenclosure by wireless link to a mobile medium. This mobile medium helpsthe flight personnel, wherever they are, to assess the situation and themeasures to take in event of a security sensitive-situation.

More precisely, the object of the present invention is a method ofoptimized monitoring and securing of at least one vehicle enclosure,especially a piloting cockpit, a passenger cabin, and/or a cargo hold ofan airplane, in which one or more camera shots distributed in theenclosure to define a field of view of substantially the entireenclosure provide, during a transmission stage, image streams to atleast one mobile visualization medium which can move along with a crewmember, remain in communication with him at all times and connect bywireless link to other mobile and/or fixed media, as well as to keyelements of the enclosure in regard to security-sensitive zones.

Furthermore, the or each visualization medium is parametrized accordingto different visualization modes, making it possible to switch, in eachmode, between display configurations, information transmissionconfigurations, and passive and active monitoring configurations of theenclosure.

Moreover, if a degree of nonsecure status is selected to define thesecurity situation of the enclosure, the visualization medium changes toan active alert configuration in which modulated actions are proposed onthe key elements, alarms and modulated actions being automaticallytriggered according to the degree of nonsecure status selected, based onan image and/or audio processing, and transmitted to the crew membersdepending on the phase of transportation.

According to one preferred embodiment, the visualization modes provideaccess to at least certain of the following configurations: in displaymode, between ordinary, thumbnail, and fixed display configurations, incommunication mode, between configurations of information transmission,security announcement transmission, and transmission to a personalizedso-called entertainment visualization system for each passenger, inmonitoring mode of the enclosure, between a so-called passive monitoringconfiguration and a so called active alert monitoring configuration. Thepassive monitoring configuration is chosen from between one of thedisplay configurations and a configuration of comparison of auxiliarysituational data, pertaining to the chosen display configuration andfurnished from displayed image streams and/or a management center, withprerecorded data showing different degrees of secure and nonsecurestatus.

Advantageously, the parametrization in multiple configurations of themobile medium does not depend on the position of that medium, but ratherits optimized use at every moment by the multifunctional possibilitiesof action which it affords in dependence on the need in use.

According to advantageous embodiments:

the camera shots are associated with audio recordings, as well asdetections of temperature and/or pressure; thus, the visualizationmedium can receive streams of images and audio combined with auxiliarydata, which thus makes it possible to have an increased number ofparameters managed in optimized fashion by the configurations of themedium;

the camera shots are taken in a spectral band chosen from thevisible/near infrared band and the infrared band in order to detecttemperatures higher than a predefined value and/or a non-intrusivenocturnal vision; one of the camera shots of an enclosure is mobile andautonomous to monitor a particular zone of the enclosure, in particulara zone occupied by a sick person or a person likely to become sick, oranother sensitive zone to be monitored more particularly during anappropriate period of time;

the passive visualization configurations of the image streams show, asauxiliary situational data useful to the monitoring, technical data, inparticular data on the temperature variation in the enclosure and/oroutside the vehicle, altitude, visibility, pressure in the enclosureand/or outside the vehicle, audio data and/or data on elapsed time sincethe start of an event liable to significantly modify the stream ofimages from one and the same camera shot, or a locking status of a keyelement; at least one camera shot is installed outside the vehicle, inparticular behind a door/porthole and/or a vehicle skin, advantageouslywith an additional lighting adapted to nighttime mode;

the camera shots likewise transmit the streams of images and audio to atleast one fixed visualization medium located in the piloting station ofthe vehicle;

the modes and the configurations of the visualization medium are chosenby a commercial/technical crew member who manages said medium dependingon the phase of transportation, especially depending on the flight phasefor an airplane; the visualization medium identifies by biometrics or bycode each crew member authorized to use that medium with predefinedconfigurations for that crew member, depending on their duties;

in the event that the vehicle is an airplane, the configuration of thevisualization medium is fixed in an automatic configuration during thecritical flight phases of takeoff, landing, and/or turbulence, as afunction of status data furnished by the avionics unit or furnished bygeolocation in connection with the data of the A/C repeaters;

the camera shots have a variable field of view, in particular a reducedfield, a wide field and a panoramic field, activated by action on acontrol of the visualization medium which transmits field of viewsetting signals to the camera shots;

the transmission of images, the transmission of setting signals for thefield of view, and the wireless connections to the key elements areencrypted;

a signal consistency correlation between the camera shots is establishedin order to ensure the integrity of the auxiliary situational data and,if necessary, the selected degree of secure or nonsecure status;

the image data processing capacities are distributed between the camerashots and the visualization media;

audio/video sequences are recorded based on the selection of a firstdegree of nonsecure status;

links between the vehicle and the ground furnish updates for theconfigurations of the visualization media;

starting from a degree of nonsecure status, the visualization media canbe cut off according to a mode chosen from the entering of adeactivation code, a double recognition reading, especially of a badgeor the like, and an automatic deactivation, after which thevisualization media switch to recording mode.

The invention likewise relates to a system of optimized monitoring andsecuring of the interior of a vehicle enclosure, especially a cockpit, acabin, and/or a cargo of an airplane, intended to implement the methoddefined above. Such a system comprises one or more video camerasdistributed in the enclosure, so as to define a field of view ofsubstantially the entire enclosure. Mobile visualization media dedicatedto members of the commercial personnel of the enclosure are able, viaadapted wirelessly linked sending/receiving means, to receive streams ofimages sent by the video cameras, transmit commands to them, andcommunicate in two-way transmission with auxiliary data sources and alsowith means of locking/unlocking the enclosure, situated insecurity-sensitive zones. Moreover, means of modulated actions can betriggered on the means of locking/unlocking, as well as alarms andmodulated actions according to the degree of non-secure status selected,based on an image and/or audio processing, and transmitted to the crewmembers depending on the phase of transportation.

According to preferred embodiments:

the video cameras may be associated with a microphone connected to acard for processing the audio into a transmission signal, as well astemperature and pressure probes;

the video cameras are digital with sensors which are photosensitive inspectral bands able to switch between the visible/near infrared band andthe infrared band, and are outfitted with a digital processing module ofthe signals coming from the photosensitive sensors and the audioprocessing card, and the signals transmitted by the temperature andpressure probes;

at least one video camera is mobile and has an autonomous electricalpower supply;

at least one video camera lens provided with dedicated lighting means ismounted outside the vehicle, in particular beneath or behind a portholeor a door in the case in which the vehicle is an airplane, in particularto monitor the flaps and the engines of the airplane;

the vehicle having a piloting station, a cockpit in the case of anairplane, at least one fixed visualization medium is installed on a baseof this piloting station;

the video cameras have means of variation of the field of view and/orzoom controlled by the visualization medium via the wirelessly linkedmeans of sending/receiving;

means of recording the video images and audio of the video cameras areprovided in connection with the visualization media, either in thevehicle or on the ground, by adapted wirelessly linked means ofsending/receiving;

the locking means which outfit the access doors of the enclosure of avehicle and the entry/exit from the vehicle, emergency evacuation doors,and bathroom doors transmit by wireless link information on thelocking/unlocking status to the electronic visualization media;

the visualization media, outfitted with a geolocation chip for awireless communication connected to an internal transponder in A/Cmodes, itself connected to an avionics unit, are in vehicle/ground linkvia a wireless server and a router, the router being intransmitter/receiver connection with a ground base, in order to transmitto ground data regarding the security status of the vehicle and receivefrom the ground base scheduled data updates and new configurations to beintegrated in the visualization media.

BRIEF DESCRIPTION OF THE FIGURES

Other characteristics and advantages of the invention will appear fromperusal of the following description relating to a detailed exemplaryembodiment, making reference to the enclosed figures which show,respectively:

FIG. 1, a schematic perspective view of an airplane having a transparentskin outfitted with a system of monitoring and securing according to theinvention;

FIG. 2, an interior perspective view of the passenger cabin of theairplane according to FIG. 1;

FIG. 3, a perspective view of the cockpit of the airplane according toFIG. 1;

FIG. 4, an interior side view of the cargo of the airplane according toFIG. 1;

FIG. 5, a schematic cross-sectional view of a video camera of the systemaccording to FIG. 1; and

FIGS. 6a to 6g , different configurations of a visualization tablet ofthe system according to FIG. 1, respectively in fixed (FIG. 6a ),ordinary (FIG. 6b ), and thumbnail (FIG. 6c ) configurations, ininformation transmission (FIG. 6d ) or transmission to a personalizedvisualization system (FIG. 6e ) configuration, and in passivevisualization (FIG. 6f ) or active alert (FIG. 6g ) configurations.

DETAILED DESCRIPTION OF AN EXEMPLARY EMBODIMENT

A system of monitoring and securing according to the invention, makingreference to the schematic perspective view of FIG. 1, outfits anairplane 1—presented with a transparent skin in order to visualize theinterior—comprising in particular a passenger cabin 2, a pilotingcockpit 3 and a cargo hold of merchandise being transported 4. In thissystem, two parallel series of three video cameras 21 a to 23 a, 21 b to23 b, are distributed in the passenger cabin 2 to encompass, incombination, the entire field of view directly accessible to said cabin2. Moreover, a video camera 24 is installed in the piloting cockpit 3and two video cameras 25, 26 are installed in the cargo 4.

The video cameras 21 a to 23 a, 21 b to 23 b, 24 to 26 are outfittedwith antennas 20A dedicated to the sending/receiving of image streamingsignals and they are powered by electrical cables 5. As a variant,certain of the video cameras 21 a to 23 a, 21 b to 23 b, 24 to 26 can beconnected by cables to provide the image streams. The piloting cockpit 3is outfitted with a fixed visualization medium 3A for the image streamscoming from the video cameras 21 a to 23 a, 21 b to 23 b, 24 to 26.

Advantageously, all the video cameras 21 a to 23 a, 21 b to 23 b, 24 to26 are outfitted with a microphone 20M and a converter of audio 20C (seeFIG. 5) into a transmission signal sent by the sending/receivingantennas 20A (see FIG. 5) of said video cameras 21 a to 23 a, 21 b to 23b, 24 to 26.

Other video cameras 27 and 28 are likewise mounted outside the skin ofthe airplane 1, beneath a porthole Ha (see FIG. 4), on either side ofthe cabin 2. These video cameras 27, 28 are provided with diode lighting59 or, as a variant, associated with such lighting disposed in thevicinity, in order to illuminate at night the elements which are moreparticularly monitored, namely the flaps V1, V2 of the wings A1, A2, andthe engines M1, M2 of the airplane 1 in the present example. The videocameras 27 and 28 are likewise outfitted with sending/receiving antennas20A located in the cabin 2.

In the passenger cabin 2 of FIG. 2, the image streams of the videocameras 21 a to 23 a, 21 b to 23 b are captured by sending/receivingantennas 20A of electronic visualization tablets 2T, serving asvisualization media and held by the members of the commercial personnelP1. Moreover, these electronic tablets 2T are in wireless link with thesmoke/fire detectors 6D, as well as the controls 6V forlocking/unlocking the cabin doors namely the main entry/exit door of theairplane 7 (see FIG. 3), the access door to the cockpit 8, the bathroomdoors 9 and the emergency evacuation doors 10.

The wireless links, generally speaking, are realized in radio frequencybands dedicated to transmission preferably by WIFI, but also in theDVB-T or DVB-T2 format, or else in amplitude modulation of LIFI type inthe frequency band of visible light or even the near infrared.

The video cameras 21 a to 23 a, 21 b to 23 b, 24 to 26 here (see FIG. 1)are here digital CCD cameras with sensors which are photosensitive in aspectral band able to switch between an infrared band and a visible/nearinfrared band. The near infrared lighting allows a discreet lighting,particularly useful in nighttime mode.

Alternatively, sensitive digital CCD video cameras used in thevisible/near infrared spectral band are supplemented with thermal videocameras, making it possible to track a significant and rapid evolutionof the temperature in a precise zone, such as where a gathering ofpersons is taking place or in the cargo to track an abnormal rise in thetemperature.

Furthermore, one of the video cameras 21 a to 23 a, 21 b to 23 b or,alternatively, a supplemental camera is mobile and has an autonomousbattery power supply. Such a mobile video camera can be moved into aparticular zone of the cabin, for example, in order to display thegalley 15, a seat Sn where a sick passenger (or one likely to becomesick) is located, a child alone, an elderly person, or a specialequipment item, etc., requiring constant attention.

Moreover, the tablets 2T are likewise in wireless link with a metaldetector gate integrated in a frame 2E separating the passenger entrancearea 2A (cf. FIG. 1) from the passenger seating space 2B making up mostof the cabin 2.

Moreover, in the piloting cockpit 3 of the airplane 1, illustrated inFIG. 3, and accessible through the door 8, the visualization medium 3Afor image streams coming from the video cameras 21 a to 23 a, 21 b to 23b, 24 to 28 (see FIG. 1) is a fixed display handset, installed on a base3E of the cockpit 3. Alternatively, this handset can be removable.

The display handset 3A is in wired link L1 with a router 12, situated inthe cabin 2, which receives the audio and image signals of the videocameras. A server 11 is likewise connected to the router 12 by the cableL1. Alternatively, the display handset 3A is in wireless link with asending/receiving antenna 20A like the tablets 2T of the cabin 2 (FIG.2), and with the smoke/fire detectors 6D, the controls 6V forlocking/unlocking the doors 7 to 10 of the cabin 2 (see FIG. 2).

Making reference to FIG. 4, the cargo 4 of the airplane 1 is outfitted,as well as with video cameras 25 and 26 equipped with a microphone 20M,with two smoke/fire detectors 6D and controls 6V for locking/unlockingthe doors/access hatches 41 to the cargo 4. The system according to theinvention gives remote access rights to these key elements depending onthe duties of the crew member.

Generally speaking (with reference to FIGS. 1 to 4), the video cameras21 a to 23 a, 21 b to 23 b, 24 to 28 have mechanical, optical andelectronic means (see FIG. 5) of variation of the field of view andzoom, these means being controlled by wireless link from thevisualization media, the tablets 2T of the cabin 2 and the displayhandset 3A of the cockpit 3. Advantageously, the connections of thevisualization media 2T, 3A to the key elements, to the video cameras andto other media (such as the cabin intercom data system, described below)are encrypted. In the remainder of the text, the common reference to thevisualization media 2T, 3A refers to FIG. 1, 2 or 3 where thesereferences 2T or 3A appear.

Moreover, the digital data processing of images and audio, as well asthe recording of this data, is distributed between processing modulesoutfitting the video cameras 21 a to 23 a, 21 b to 23 b, 24 to 28, thevisualization media, tablet 2T and display handset 3A, and the server 11advantageously located in the cockpit (see FIG. 3), for linking with aground base via the router 12.

Referring to the schematic cross-sectional view of FIG. 5, the videocamera 20, which can serve as a video camera 21 a to 23 a, 21 b to 23 b,24 to 26 depending on the exemplary embodiment, comprises: a variablefocus lens 51, an adjustment ring for the field of view 52, anelectronics box 53 containing a charge coupled device (CCD)photosensitive sensor 53 c connected to a digital signal processing card54. At the output of the video camera, a sending/receiving antenna 20Asends video signals and receives control signals from the electronicvisualization media 2T, 3A. The video camera is equipped with amicrophone 20M, connected to a card 20C for converting audio into asignal transmitted to the digital processing card 54, as well as a diodelighting system 59. The video camera 20 is likewise equipped withtemperature 55 and pressure 56 probes, these probes being connected tothe digital processing card 54. The audio converter card 20C and thedigital processing card 54 form a digital data processing module 50.

This processing module 50 for image data and audio signals provides tothe electronic visualization media 2T, 3A not only image and audiostreams, but also auxiliary internal visibility data as a function ofthe smoke content, the temperature, the pressure and the duration forautomated monitoring. Such a processing is used in the active monitoringconfiguration, especially in automatic parametrization, to providealarms and modulated alerts as a function of the degree of non-securestatus of the enclosure and the flight phase, as will be explainedbelow.

Moreover, the data on altitude, temperature and pressure inside andoutside of the apparatus is furnished to the visualization media 2T and3A, along with the data on geolocation coming from an avionics unit andtransmitted to the visualization media 2T, 3A by WIFI communication viainternal transponders in A/C modes. Alternatively, a transponder of theavionics unit sends a GPS signal in the cabin via a repeater which isread by GPS chips integrated in the visualization media 2T, 3A.

The visualization media are thus interconnected with the cabin intercomdata system (CIDS). The CIDS makes it possible to control the comfortelements of the cabin (lighting, ventilation, pressurization, link tothe doors). The visualization media 2T and 3A thus enable remote controlof the data furnished by the CIDS.

During the various phases of a flight, the visualization media 2T and 3Aare used in the following way.

Before takeoff, each crew member places their dedicated visualizationmedium 2T and 3A in operation, and unlocks this medium by the doublereading of a personal badge. Alternatively, the visualization medium 2Tand 3A is unlocked by a biometric recognition unit or by entering apersonalized code. The crew members verify the functioning of thedifferent configurations of the visualization media 2T and 3A. Dependingon the duties of the crew member, the level of access to the differentconfigurations is modulated.

During the takeoff phase, as defined by the data of status—acceleration,change in altitude, trajectory—furnished by the avionics unit oralternatively by the repeaters, the display of the visualization media2T and 3A is regulated in fixed manner, as illustrated by FIG. 6a , in adisplay mode in automatic fixed configuration 61 known as a “takeoff”configuration. This fixed configuration, whether during takeoff orduring any critical flight phase (turbulence or landing phases), makesit possible to receive information coming from the cockpit or from theground. In fixed configuration, the tablets 2T are advantageously fixedin the cabin in a suitable location—for example, a vertical separationpartition C1—facing the crew members who are seated on the dedicatedseats S1, S2 (see FIG. 3).

When the takeoff phase is finished, the display of the visualizationmedia 2T and 3A is then freed up by the internal data processing moduleof the medium 2T or 3A. The crew member can switch to an ordinaryconfiguration 62 or a thumbnail configuration 63 of the images furnishedby the video cameras 21 a to 23 a, 21 b to 23 b, 24 to 26 to 28, asshown respectively by FIGS. 6b and 6c . The moving between the ordinary62 and thumbnail 63 configurations is done manually by a dedicatedcontrol 13, provided in the internal data processing module of saidmedium 2T or 3A.

Alarms can be triggered by the tablet 2T upon detection of an anomalyfrom this stage on or at a more advanced stage, with non-secure statusescorresponding to an active alert configuration (see FIG. 6g ). Forexample, in the ordinary configuration of FIG. 6b displaying the cabinfrom a blank camera (or in the active alert configuration of FIG. 6g inconnection with the alarm Aa), zones where anomalies appear, an openluggage bin 62 a or a person 62 b moving around during turbulence, aresurrounded by red rectangles, respectively R1 and R2, to be sent to thecrew member who is ready to take action.

Other configurations illustrated respectively by FIGS. 6d to 6g can thenbe displayed by grouping into appropriate modes.

In communication mode, a configuration of transmission of information 64(FIG. 6d ) of auxiliary data is transmitted to the other visualizationmedia 2T or 3A, this data possibly being accompanied by personalobservations made on the images provided by the video cameras 21 a to 23a, 21 b to 23 b, 24 to 26 to 28.

Still in communication mode, a dissemination configuration 65 (FIG. 6e )triggers an insertion of priority security information in the“entertainment” programs on the electronic equipment of the passengerseats. These communications are encrypted.

In monitoring mode, a passive display configuration chosen from theconfigurations of fixed, ordinary, and thumbnail display (FIGS. 6a to 6c) and a configuration of comparison of data 66 (FIG. 6f ) based oninformation furnished by geolocation and analysis of the image and audiostreams transmitted to the visualization media 2T and 3A. In this latterconfiguration 66, the variations in the auxiliary data are detected andprovided by the image and audio data processing module of the cameras,from the avionics unit, and/or from the geolocation in combination withthe data of the repeaters: variations in internal and externaltemperatures Tx_(i) and Tx_(e), for example, those of the galleys, inthe altitude Hx, in the internal and external pressures Pxi and Pxe,data on the audio level Sx, the visibility Vx, and/or determination ofthe time Dx elapsed since the start of an event Ex able to significantlymodify the stream of images from one and the same camera shot: apassenger leaves their seat or returns to it, a crew member moves intothe field, people group together, a locking status of a door of thebathrooms.

A signal consistency correlation between the camera shots is establishedin order to ensure the integrity of the values of the auxiliary data.The auxiliary situational data is then compared against values of dataof the same type, recorded in the processing module. These values showmodulated degrees of securing statuses ranging from a perfectly securestatus Es1 to an only just secure status Es10, then from a temporarynonsecure status Ens1 to a totally nonsecure status Ens10. Depending onthe securing status of the actual situation in the cabin 2, the cockpit3 or the cargo 4 (FIG. 1), a secure or nonsecure status is selectedbetween Es1 and Ens10. The degrees of nonsecure status selected bydifferent visualization media 2T or 3A are compared to ensure theintegrity of a selected nonsecure status by correlation.

Audio/video sequences are automatically recorded from the selection ofthe first degree of nonsecure status Ens1 onward, these recordings willmake it possible to produce means of investigation or to fill a base foranalysis of critical situations. For example, the nonsecure status Ens1might be a person who leaves their seat during a phase of turbulencewhen it is specifically mandatory for all passengers to remain seatedwith their seatbelt buckled. Advantageously, alarms Al sent from tablets2T will automatically alert the crew members of such situationsjustifying classification as nonsecure status. For example, if avisibility Vx is below a given threshold, an alarm is triggered.

Moreover, again starting with nonsecure status Ens1, the visualizationmedium 2T or 3A switches to the active alert configuration 67 (FIG. 6g )in which modulated actions Am are proposed: the triggering of asprinkler and/or the inerting of a waste item or a package in thevicinity of the fire/smoke detectors 6D (see FIG. 2), the locking of oneof the doors 7 to 10 (see FIGS. 2 and 3), the blocking of access to thegalley, an alert at the ground base. Thus, any potential danger shouldbe considered in the course of its neutralization.

Modulated actions are then automatically triggered as of the selectionof an elevated nonsecure status, status Ens5 in the example.

Starting with the selection of the nonsecure status Ens7, thevisualization media are switched off by the entering of a deactivationcode or, alternatively, by a double reading of a badge or a biometricmeasurement, or else by an automatic deactivation, and then thevisualization media 2T and 3A switch to recording mode.

In the other critical flight phases—in event of turbulence or duringlanding—the configuration of the visualization media 2T and 3A switchesto the automatic fixed configuration for takeoff.

The invention is not limited to the examples described or represented.For example, it is advantageous to utilize the links between theairplane and the ground to provide updates for the configurations of thevisualization media.

Moreover, the number and the distribution of the video cameras or thevisualization media are adapted to the architecture of the enclosures.The wireless connections have two-way transmission, so that thevisualization media can receive the data from the sensors/key elementsand send commands to these sensors/key elements.

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 18. A system of optimized monitoring and securing of the interior of a vehicle enclosure, especially a piloting cockpit (3), a passenger cabin (2), and/or a cargo hold (4) of an airplane (1), intended to implement the method as claimed in any one of the preceding claims, comprising one or more video cameras (21 a to 23 a, 21 b to 23 b, 24 to 26) distributed in the enclosure (2 to 4), so as to define a field of view of substantially the entire enclosure (2 to 4), mobile visualization media (2T) dedicated to members of the commercial personnel of the enclosure (2) able, via adapted wirelessly linked sending/receiving means (20A), to receive streams of images sent by the video cameras (21 a to 23 a, 21 b to 23 b, 24 to 26), and transmit commands to them, and communicate in two-way transmission with auxiliary data sources (11) and also with means of locking/unlocking (6V) the enclosure (2 to 4), situated in security-sensitive zones (7 to 10, 41), characterized in that means of modulated actions can be triggered on the means of locking/unlocking (6V), as well as alarms (Al) and modulated actions (Am) according to the degree of nonsecure status selected (Ens1 to Ens10), based on an image and/or audio processing, and transmitted to the crew members depending on the phase of transportation.
 19. The system of optimized securing and monitoring as claimed in claim 18, wherein the video cameras (21 a to 23 a, 21 b to 23 b, 24 to 26) are associated with a microphone (20M) connected to a card for processing the audio into a transmission signal (20C), as well as temperature (55) and pressure (56) probes.
 20. The system of optimized securing and monitoring as claimed in claim 18, wherein the video cameras (21 a to 23 a, 21 b to 23 b, 24 to 26) are digital with sensors (53 c) which are photosensitive in spectral bands able to switch between the visible/near infrared band and the infrared band, and are outfitted with a digital processing module (50) of the signals coming from the photosensitive sensors (53 c) and the audio processing card (20 c), and the signals transmitted by the temperature (55) and pressure (56) probes.
 21. The system of optimized securing and monitoring as claimed in claim 18, wherein at least one video camera (21 a to 23 a, 21 b to 23 b) is mobile and has an autonomous electrical power supply.
 22. The system of optimized securing and monitoring as claimed in claim 18, wherein at least one video camera lens (27, 28) provided with dedicated lighting means (59) is mounted outside the vehicle, in particular beneath or behind a porthole (Ha) or a door (7) in the case in which the vehicle is an airplane (1), in particular to monitor the flaps (V1, V2) and the engines (M, M2) of the airplane (1).
 23. The system of optimized securing and monitoring as claimed in claim 18, wherein the vehicle having a piloting station, a cockpit (3) in the case of an airplane (1), at least one fixed visualization medium (3A) is installed on a base (3E) of this piloting station (3).
 24. The system of optimized securing and monitoring as claimed in claim 18, wherein the video cameras (21 a to 23 a, 21 b to 23 b, 24 to 28) have means of variation of the field of view and/or zoom controlled by the visualization medium (2T, 3A) via the wirelessly linked means of sending/receiving (20A).
 25. The system of optimized securing and monitoring as claimed in claim 18, wherein means of recording the video images (11) and audio of the video cameras (21 a to 23 a, 21 b to 23 b, 24 to 28) are provided in connection with the visualization media (2T, 3A), either in the vehicle (1) or on the ground, by adapted wirelessly linked means of sending/receiving (11, 12).
 26. The system of optimized securing and monitoring as claimed in claim 18, wherein the locking means (6V) which outfit the access doors (8) of the enclosure (3) of a vehicle (1) and the entry/exit from the vehicle (7), emergency evacuation doors (10), and bathroom doors (9) transmit by wireless link information on the locking/unlocking status to the electronic visualization media (2T, 3A).
 27. The system of optimized securing and monitoring as claimed in claim 18, wherein the visualization media (2T, 3A), outfitted with a geolocation chip for a wireless communication connected to an internal transponder in A/C modes, itself connected to an avionics unit, are in vehicle/ground link via a wireless server (11) and a router (12), the router (12) being in transmitter/receiver connection with a ground base, in order to transmit to ground data regarding the security status of the vehicle (1) and receive from the ground base scheduled data updates and new configurations to be integrated in the visualization media (2T, 3A). 